Train control



Jan.- 30, 1923; 1,443,807'.

A. SANDER ET AL.

TRAIN CONTROL. FILED IULY 29. 1921. 2 SHEETS-SHEET l.

'A A A e A' Tf xl; e/- l@ i, gg

d, T m/ i I T m *a l 1 2 Y e l L N N N .531 \zf N /u nu /Tzzef/z 55715/6273' Moses Sn de?? WITNESS:

Jan. 30, 1928. A, E. SNYDER ET AL.

TRAIN'CONTROL.

HLED JULY 29,1921.

2 SHEETS-SHEET 2.

A2267@ f. Snyderg VENTORS ATTORNEY Patented jan. 3Q, i923.

ALLEN E SNYDER'AND 'Moens SNYDEB,

TRAIN CONTROL.

Application :filed` July 29,

To allfwhomz't m-g/.cofficef/W: Y

Beit known that We, ALLEN Snr/cna and..Mosiis SNYDEH, citizens of thel United States, Vresidingfat Bowv j county of Carbon Aand-.State of Pennsyl vania,...have.. invented new. and...useful lm-` provementsin Train Controls, of which thefollowing isa speciiication. j

Thisinvention relates yto tr mechanism and more. for automatically.. a travel ofalocomoti over a railroadwh faces .the sa-me..

The primary object .of povide .a .locomotive with a' tuated mechanism adapted! electrically controlled. mea side of the 'railroadl when signalus set at danger, .s actuated vmechanism Whe inrgadaptedv through.. ap tions to open the air valve the brakes.

A furtherob videa. simpl mechanism .which of a locomotive lo condition. is imminent b plying the .airf brakes. u y

Still further this invention .aims to` provide a novel train .controllingmechanism which is simple .in constructiomeasy to manufacture and. install, notliable to get-out of, .order7 'Whilstzit can. be read either steam,. electric or othe pelled. locomotives and trains Vith the .foregoing .and o view as Will become mo description .proceeds th essentially/.in the novely tion, combinations an parts .hereinafter fullydescribed yandmore specifically defined by the appended claims. In the .further .disclosure of the invention reference is tobehadto the accompanyingsheetsof explanatory drawings consti-V tutinga part of this-speciication, and in whichlikecharacters of reference designate thefsame or correspondingparts in all-the views. .Y

Figure l`is an elevation of ouri train controlling .mechanismj broken-farm;7l or in sectiony i understanding. of the underlyi ain controlling particularly 10 `to means ve or train` operating to be ltrippedby ns located kat theL propriatey connecand-thereby apply 1 will arrest the movement y automatically aprvvise self-pro.

ther 'objects in re apparent' as this. e invention consists features of construcd arrangementsbf mprovedl 'parte fbeing or a clearer ng structure.

Y ligure. manstown, 1n the'-v f of the rails-ove rresting. A the vfurther. L

en. a. danger 'conditionx my invention is to t mechanically agra block or other@ aid mechanically.. n so trippedbeis a traine ject oi-my invention -i'seto pro. e andeffective train controlling r train Whenever a flange-n1 .a bevel gearQ ily .applied to vvtion, Washer 26 and bal s'1n the 39 ful .f is iitted alti its iinner. en

1921. f serirno. 4885459.

Figure a sideview g towards* the leftof ythe fpre'cedingf FigureB-is adetailg mechanism; anchi j. A A. f,

Referring more particularly to the views0 the f numeral l0 designates a fragmentary portion of a rail-tie or roadbed-and il oney r Whichtravels the bogie Wheel l l2-conveniently one o truck bogiessupported Wellv known Way byjafjo clrgl', said .view of 'the governor f by. an axle in the urnalvfbox 13 from parts fior-mingiio* erally disposedbar cross'sevction which .which the 'mechanis nonT mounted." Securely clamp the-supportl as `by bol orpedestalvlserves`" as" a base-H on L to be' described is 75 ed-or attached -on ts onset-screws 16l stub-axleffQO -byineans of stub-axle 2 0 serves-as -a pulley=i22 havin a .screwr 21. This journal for 'a belt "r f g formed `integral; therewith 3,.-and saidv belt pulley-22 is n soi' a belt 24 from kone of the-85 locomotivefaxles-notshoufn-but -will Kbe j rly understood by those acquainted lwithj' the Yart to `which this invention appertainsj- Rotatably .mounted'in the aforesaid tubular bearing 18 by means of a-sleeve 25' supportf'90 ed jat loyveifL-end an @anti-frio" 23j; Integral with*v the uppery -95 end of the shaft QSthere lare provided -ears-- 30 between `Ywhich are-pivotallyamounted ,i governor balls 3l; connectedfby links-32 With a vertically elidablesleeve 33 featherecbcn y said-shai't-QS by a key ortheglike-34.'V The 100 sleeve 33 'is in turn -providedat its-"lower part with a loose colla-r 35 having5laterally-y proj ectingi pintles' 36 `enL fg'apging-v--i-n slots 37 -yolredportionQ38 of -rockabl-'e flever crumed at 40 on-a Y 4l provided-'for the-purpose"y on the aforesaid* spaced standard-l9. This roclable lever 39 d-vvithv an adj ulstable- ^is extendedf outwards otf4c8- in a plate --frame l-1 10 driven by mea shaft 28l havin thereona bev aforesaid gear balance/Weight 42 and to project through {af-sl or member 44 conveniently supported by bracings 45 from the pony-truck frame 14, and said plate frame or member 44 is provided with vertical guides 46 in which is adapted to be reciprocated a slide 4T with which co-operates the free end 39 of the above referred to roclrable lever 39.V Fivoted pendulum fashion by a pin or stud 43 on the aforesaid slide 47 is a rockable or trip-arm 49 which when in operative position-as later on explained-serves to effect the braking or retardation of the locomotive or other traveling vehicle7 and said trip arm 49 is appropriately' fashioned with the lower end tapered as shown in Fig. 2 to provide a suitable contacting surface. rlhe upper part of the aforesaid trip-arm 49 is longitudinally slotted at 50 and passing there throughin a substantially horizontal plane is a rod or bar 51 having a medial flattened portion 52, and to one end thereof is pivotally connected a control rod 53 which through yappropriate connections serves to open and close the engineers primary airbralring valve mechanism-not shown-as later on more particularly set forth. Fivoted at 54 on the opposed end of the rod or bar 51 is the upturned end or angled portion 55 of a bar 56 journaled in the plate frame 44 and a bearing or journal 57 provided for the purpose on the aforesaid Standard 19, the inner end of this bar 56 being iitted with one or more forlred prongs 58 having operative connection with a sleeve 59 o n the aforesaid vertical shaft 28 and in normally spaced relation below the sleeve thereon. From the foregoing it will be readily seen that when the trip-arm 49 encounters or strilres any impediment in its path of travel as later on explained it will be swung into the position shown by the dotted lines in Figure 2, which movement through the connections just described will partially turn the bar 56 about its longitudinal axis and raise the sleeve 59 by means of prongs 58 into contact with the lower end of the sleeve 33.

ln combination with the mechanism hereinbefore described we arrange in requisite ositions at that side of the rail 11 over which hangs the trip arm 49 a box-like casing 60 having' an opening in its upper end through which is adapted to be automatically raised and lowered a plunger block 61.

From the foregoing description it will be readily understood that as the locomotive or train travels along the belt pulley 22 will be driven proportionally to the speed thereof by means of the belt 24, and as a result of said rotation the gears 23. 29 will drive the shaft 28 whereby the governor balls 31 are relatively expanded or contracted. ln the former case it will be apparent that as the `governor balls 31 are expanded the links 32 will draw the sleeve 33 upwards and thereby rock the lever 39 on its pivot or fulcrum 40, whereupon the slide 47 will move downwards carrying wit it the trip-arm 49. Should the driver of the locomotive or train by inadvertence or accident pass the signal or semaphore 71 set at danger it will be obvious that the trip arm 49 will strike the plunger block 61 and thus rock said trip-arm 49 on its pivot pin 4S to the position shown by dotted lines in Figure 2, and through the engagement of said arm 49 with a pin 8? on the rod or bar 51 will move the control rod 53 to open the primary or engineers air brake control valve. fit the same time it will be seen that the bar 56 will have been partially turned and the sleeve 59 raised into engagement with the underside of the sleeve 33. nstantly the air bralres are applied as set forth it will be obvious that the speed or travel of the train and locomotive will be arrested and as a result the governor balls 31 will fall by gravity and return the parts 39, 49, and 56 to their normal positions as will be clearly apparent to those acquainted with the art to which our invention apper tains. its the balls 31 fall, the sleeve 33 is depressed by means of the links 32. rlhe sleeve 33 in turn depresses the collar 59 which has been raised by reason of the displacement of the arm 49 by the obstacle 1, and the air brake valve is closed due to the rotary motion imparted to the member 5G.

From the foregoing description itr will be readily seen that by our invention we have provided an extremely effective and easily constructed train control whereby the braking of a locomotive and train is automatically ellected in the event that the engineer` should pass a danger signal by inadvertence, act-ident or mista-ke.

lWhilst there has been described and shown the best form of our invention at present lrnown to us it will be obvious that the same is susceptible of considerable variation and it is hereby intended to include all such reasonable changes and other combinations thereof as fairly fall within the scope of the appended claims.

flaring described our invention, what we claim as new and desire to csecure by Letters Patent is: Y

1. In a train controlling mechanism the llt combination with a rotating axle thereof and the primary air brake valve, of a ball governor mechanism comprising a pedestal having a vertical bearing and a spaced standard, a shaft journaled in said vertical bearing, governor balls pivoted atvthe up per end of said vertical shaft, a non-rotatable sleeve slidable on said shaft and connected with the governor balls, means for revolving said shaft by the aforesaid rotating` axle, a pendulum trip arm adapted to be lowered and raised with the acceleration and retardation respectively of the governor balls, means associated with the pendulum trip arm for returning said arm to inoperative position, said oted bar associated with said non-rotatable sleeve, and means associated with said trip arm to operate said primary air brake valve. a train controlling mechanism the combination with a rotating axle thereof primary air brake valve. of a ball governor mechanism comprisingja pedestal having a vertical bearing and a spaced standard, a shaft journaled in said vertical bearing, governor balls pivoted at the upper end of said vertical shaft, a non-rotatable sleeve slidable on said shaft and connected with the governor balls, means for revolving said shaft by the aforesaid rotating axle, a frame having' vertical guides thereon, a slide movable in said guides, a depending trip arm pivotally mounted on said slide, means connecting said slide with the aforesaid sleeve on the vertical shaft whereby the depending arm is lowered and raised with the acceleration and retardation respectively of the governor balls, and means associated with and actuated by the pendulum trip arm for automatically operating the said air brake valve.

3. In a train controlling mechanism the combination with a rotating axle thereof and the primary air brake valve, of a ball governor mechanism comprising a pedestal having a vertical bearing and a spaced standard, a shaft liournaled in said vertical bearing, governor balls pivoted at the np` per end of said vertical shaft, a non-rotataable sleeve slidable on said shaft and connected with the governor balls, means for revolving said shaft by the aforesaid rotating axle, a frame having vertical guides thereon, a slide movable in said guides, a depending trip arm pivotally mounted on said slide, a lever fulcrumed on the aforesaid standard having latching engagement beneath the vertically movable slide and operative connection with the sleeve connected to the governor balls whereby the trip arm is lowered and raised with the acceleration and retardation respectively of the governor mechanism, and means associated with and actuated by the pendulum trip arm for aumeans comprising a pivend sleeve slidable on said shaft vand connected with the governor balls, means for revolvaxle, vertical guides thereon, a.

ing said shaft by a frame havingv slide movable in said guides, a depending trip arm pivotally mounted on said slide, means connecting said slide with the aforesaid sleeve on the depending arm is lowered and raised with the acceleration and retardation respectively of the governor balls, a pivoted bar jourthe aforesaid rotating vertical shaft whereby the.

naled in the last mentioned frame and the standard, said bar having lan angled outer end, a sleeve on the governor shaft having operative connection with the inner end of said pivoted bar, and a transversely disposed link-bar passing through a slot in the upper end of the depending trip arm having pivotal connection at one end with the angled end of the pivoted bar.

In a train controlling lmechanism the combination vwith a rotating axle and the primary air brake valve, of a ball governor mechanism comprising a vertical bearing and a spaced standard, a shaft journalled in said bearing, governor balls pivoted at the upper end of said shaft, a slidable sleeve on said'shaft connected to the governor balls, a frame having vertical guides, a slide received in said guides, a depending trip arm pivotally mounted on sai l slide, a pivoted bar attached to said slidable sleeve and supporting said slide, whereby the slide is loweredA or raised, means associated with said trip armwfor opening the brake valve, and means for automatically closing the brake valve.

In testimony whereof We aiix our signa? tures.

ALLEN E. sNYDER. Moses sNYDER. 

